Sensor system and algorithm for reliable truck stop parking indications

ABSTRACT

A method and system of providing information and directions to truck drivers in relation to the availability of specifically marked parking places within a certain highway truck stop area is provided. Such a method includes the utilization of properly placed sensors working in combination with a particular algorithm to provide reliable information in terms of actual availability of such spaces as well as indications as to the actual size of the vehicles parked within such spaces at specific times. As such, this system accords a manner of properly notifying truck drivers of the availability of parking spaces along a highway from a distance, as well as the potential to reserve such spaces on demand. Additionally, then, the ability to indicate the presence of a smaller vehicle that attempts to utilize such a parking space in unauthorized fashion may be handled within a remote platform.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a Continuation-in-Part of pending U.S. patentapplication Ser. No. 13/352,057, filed on Jan. 17, 2012, entitled“Sensor System and Algorithm for Reliable Non-Delineated On-StreetParking Indications,” the entire disclosure thereof being incorporatedby reference herein.

FIELD OF THE INVENTION

This invention relates to a method and system of providing informationand directions to truck drivers in relation to the availability ofspecifically marked parking places within a certain highway truck stoparea. Such a method includes the utilization of properly placed sensorsworking in combination with a particular algorithm to provide reliableinformation in terms of actual availability of such spaces as well asindications for authorities to know the actual size of the vehiclesparked within such spaces at specific times. As such, this systemaccords a manner of properly notifying truck drivers of the availabilityof parking spaces along a highway from a distance, as well as thepotential to reserve such a space on demand. Additionally, then, theability to indicate not only if another truck has parked within such aspace or the presence of a smaller vehicle that attempts to utilize sucha parking space in unauthorized fashion may be handled within a remoteplatform.

BACKGROUND OF THE PRIOR ART

As populations grow and more and more vehicles flood the roadways,parking locations have become problematic in terms of scarcity andproximity to desired sites, particularly in urban settings. Likewise,the presence and operation of large amounts of fuel-burning vehiclesleads to undesirable increased air pollution levels, particularly incrowded urban settings. Additionally, difficulties in locating parkingspaces in such locations generally requires drivers to undertakeprolonged searching for such a purpose, thus resulting, with cumulativenumbers of such vehicles facing such a necessary experience, in higherpollution levels on average.

As well, the capability of municipalities to afford properinfrastructure for vehicle parking is typically undertaken throughmetering devices, although such systems require constant monitoring toensure proper payments have been made to the necessary effect. Intandem, then, there is a growing issue pertaining to the difficultiesinherent in the availability and proper revenue generation of sufficientparking places in such urban locations. Parking garages, decks, commuterlots and other secluded parking lots have been constructed in the pastto meet a certain degree of drivers' parking demands. However, thesestructures and areas are generally limited in terms of locations,typically cost a flat fee for entry, regardless of time spent, or,alternatively, require hourly payments of certain high levels that mustbe paid before egress is permitted, all in a manner to recoup the costsinvolved with the overall construction, necessitate either human ormechanical intervention to guarantee payments are made, and othermachinery to prevent driver egress until payments have been received(such as gate arms, for example). In essence, although such structuresand parking areas have proven successful to a certain degree, thereremains a need for other alternatives to drivers who do not wish to bebeholden to such strictures.

In particular, as alluded to above, street parking, rather than lotparking, has been an attractive alternative to many drivers,specifically as a means to allow for parking in a vicinity closer to aspecific target location, reducing individual costs, and increasingfreedom of movement through simple ingress and egress from a parallelparking space onto a roadway (as opposed to ingress into and egress froma parking facility that is controlled and requires some type paymentprior to leaving). The greatest difficulty such street parkingalternatives pose is the typical requirement for a driver to makenumerous passes along certain streets to search for a any vacant space,let alone one that is of proper size to allow for such a driver toundertake a parallel parking operation without contacting adjacentvehicles, as well as to allow for sufficient space to facilitatesubsequent egress from the target space. As an alternative to controlledparking facilities and areas, then, although street parking may bedesirable to drivers, the inherent problems with such an unreliablepossibility has made such a parking alternative not only difficult tomanage, but also potentially dangerous as drivers take too many chancesdue to time constraints and/or impatience.

There are actually two different systems provided by municipalities withregard to street parking arrangements: marked spaces and unmarkedspaces. Marked configurations provide separated and properly delineatedlocations for drivers to choose in comparison with unmarked types, forobvious reasons. Such marked spaces inherently provide not only setdistances, locations, and metering possibilities for such municipalentities, but also, to the contrary, inefficient overall space usage andlimited revenue generation as a result. San Francisco has begun a pilotprogram utilizing a sensor system to provide notifications to drivers ofempty marked spaces as well as a relatively straightforward manner ofimplementing charging methods to generate revenue directly in relationto marked space usage. Such an overall system, however, is relativelystraightforward itself in that notification of such available markedspaces is much easier through specific sensor utilization. As well,correlating such sensor technology to a metering system that permitsindications of parking initiation and ultimately parking spaceevacuation merely requires indications of sensor operation in thelimited areas of such marked locations. In other words, theimplementation of a notification/metering system limited to specificdelineated parking spaces involves mere sensor activation anddeactivation specifically for the sensors present within the arearelated directly to the marked spaces themselves. Unfortunately, asalluded to above, such marked space usage is rather inefficient,particularly in terms of allowing for various vehicle sizes (i.e.,compact vehicles may fit easily within a space whereas a moving van willrequire far more space, and thus, in certain municipalities may not bepermitted to park on a street). The capability of avoiding suchinefficiencies with available on-street parking spaces while alsoaccording a reliable method of notifying drivers of vacant space ofsuitable size for specific types of vehicles would not only allow forreduction of necessary paint or other indication materials for markedspaces, but also would permit more efficient space usage and, overall, areduction in pollution through allowing drivers a more direct route to apossible parking space. Additionally, the capability of implementing asuitable metering and charging method in relation to such an unmarkedparking space system would allow, ultimately, to effective and moreefficient revenue generation as the amount of available parking spaceswould be increased through the omission of demarcations. To date,however, such has not been accorded by the on-street parking industry.

Controlled parking environments (such as lots and garages at publicevents, airports, stadiums, commuter lots, office buildings or otherlarge parking areas) have been developed with certain marked spacenotifications in the past, although even these methods have provenproblematic and time-consuming to a certain degree due to thedifficulties in identifying available parking space locations,particularly in lots that are partially filled or almost filled tocapacity. Such parking facilities, however, have, at least in somecircumstances, been outfitted with either manual counting means orsensor devices to provide indications to drivers in various ways as tovacant spaces, both in terms of number and, at times, locations. Suchnotification operations, however, are limited in their scope to suchlocation and number issues; since each parking space present within theconfines of outfitted parking facilities are pre-sized and providedspecifically for vehicles of various sizes, and, as such, the facilitiesthemselves are configured to compensate for specific numbers of spacesproperly aligned for such vehicles to park appropriately in side-by-siderelation (and to allow ingress and egress from such spaces easily asresult), such monitoring and consequent notification of availability andlocation is relatively simple and straightforward. Likewise, there is noneed nor concern with providing any notification basis with regard toparking availability for vehicles that are parked end-to-end instead insuch situations as the overall lot design generally includes suchside-by-side arrangements (with limited possibilities of different spacesizes based on the potential for smaller or larger vehicles that may bepresent). In any event, these prior parking lot notification schemeshave basically pertained to set parking designations with specificparking configurations that are relatively easy to monitor as tovacancies and locations as a result. To the contrary, street parking,particularly such parking omitting any space demarcations, is highlyerratic in principle since end-to-end, parallel parking requirementsdepend almost entirely on varied vehicle lengths and proper placement ofsuch vehicles without any set configurations in place. Marked on-streetparking spaces at least provide specific locations for drivers toselect; again, though, such marked spaces are rather inefficient throughlimiting the amount of available spaces to too great a degree. Forinstance, with a standard block in New York City is ⅛^(th) of a mile, or660 feet in length. With set spaces of 23 feet (with one foot betweeneach marked space), roughly 27 standard vehicles may be parked(theoretically, as driveways, hydrants, and set distances fromintersections would invariably limit such numbers to a smaller number,in actuality). The utilization of unmarked systems would thus increasethe amount of available space by at least six (20 feet per vehicleinstead of set 24 feet distances). Additionally, and as noted above, setlimits of 23 feet (with another foot set between each space) wouldconsequently limit the type of vehicle that may actual park within suchset spaces. Unlined spaces would thus allow, again, for all types andsizes of vehicles to utilize such on-street possibilities. As such, agreater efficiency for on-street parking would be realized if markedspaces were not implemented for these reasons.

Even with unrestrained on-street parking being the norm, otherconsiderations may impact the overall capability of such a system. Forinstance, numerous items that prevent certain parking locations (such asfire hydrants, driveways, and the like) exist that may causedifficulties for a driver to properly find and select a parking spot.Additionally, the chaotic state of filling up limited spaces inend-to-end arrangements, particularly with, again, myriad lengths ofvehicles (from small sub-compact vehicles to large trucks, vans, and/orbuses, for example) makes predictability for a driver as to the properspace size for his or her vehicle rather daunting, beyond the initialconsideration of whether any space is available to being with. In otherwords, in comparison with set parking lot configurations, theavailability of spaces present on city streets is, suffice it to say, adifficult issue for a driver to overcome, particularly in terms offinding a suitable (and legal) space in a desirable location. In thosesituations, the longer a driver continues to seek for an availableon-street parking space, the more fuel is consumed, the greaterpollution is generated, and the more time lost for the driver in termsof his or her own efficiencies. With large numbers of vehicles searchingfor open spaces on a daily basis, the greater the accumulative effectsuch fuel consumption, undesirable exhaust, and lost time issues create.

Additionally, in terms of street parking issues, notifications are noteasy to provide beyond the fact that end-to-end parking presents anextremely difficult prediction capability (due to the fact that vehiclesdo not have static lengths, not to mention the fact that otherobstacles, such as fire hydrants, etc., may be present, as noted above)and the manner of providing such notifications, if they are provided inthat context, would not be provided through, for example, typical boarddisplays or other types of updated signage in a set location (such as isgenerally employed within parking facilities). The breadth of the streetparking area in question would be too great to permit such a display tohave any effect, basically, as the entirety of the area at issue wouldrequire street-by-street notifications to drivers in order to provideup-to-date and reliable information. As it is, a single, or perhaps two,three, or four, signs strategically placed in the multi-street area inquestion would require a driver to pass by, read, and comprehend theinformation provided in order to allow for such an on-streetnotification system to be effective. In essence, although street bystreet notifications may be effective in on-street parkingconfigurations, the same has not been found true for typical signageutilized for parking lot situations.

As well, street metering requires investment in technology that requiresexpenditures for purchase, implementation, upkeep, and constantmonitoring to be effective. As a revenue stream, such a system is ratherstraightforward (as discussed above) for set parking spaces (and thusset sensors with specific activation and deactivation sequences inrelation to the presence of a vehicle in the target space). For unmarkedspaces, to the contrary, such a needed overall system is, for lack of abetter word, nonexistent. Without set spaces, it is difficult to havemetering devices devoted to specific spaces (not to mention, individualmeters are rather expensive to implement, operate, and monitor). Evenwith meters with marked spaces, such systems are rather cumbersome andunreliable (drivers do not always pay into the device, and thus anattendant must constantly monitor such areas for proper utilization;furthermore, limited time periods available to a driver for coin orother currency input would require repeated visits to the parkinglocation to avoid incurring parking violations) and, as discussed atgreat length, inefficient in terms of available spaces and thus overallavailable numbers of vehicles that may be present within such spaces atany one time; optimizing and maximizing space availability andcorrelating such to revenue generating capacity would be far moreattractive, for obvious reasons. Unfortunately, the capability ofeffectively charging drivers for unmarked street parking is limited tohonor systems (for instance, requiring drivers to pay into permanentstructures located on the street itself, and receiving a dashboardticket for display during parking) as well as constant monitoring toensure payment has been made for such a benefit. Avoidance of suchcumbersome and relatively expensive requirements, in addition to theability to provide effective and reliable notification to drivers ofavailable and suitably sized spaces within an unmarked on-street parkingconfiguration, has simply not been a possibility.

Of additional importance is the ability to accord drivers of largetrucks (18-wheelers, for example) reliable indications as to theavailability of locations to rest during a long trip. Federalregulations require such drivers to keep specific logs as to the lengthof delivery trips as well as the actual time spent driving on a specificday in order to best ensure such driving activities are as safe aspossible. To that end, truck drivers utilize any available location topull over and rest if and when such is necessary during a long trip.Thus, as has been recognizable on interstate highways, it is common formultiple trucks to park end-to-end at highway entry ramps and exitramps, sometimes in rather long lines. Even, however, if such parkingconfigurations are commonplace, truck drivers have been known to park inisolation in such locations in order to get the necessary rest for along journey, placing themselves in potential jeopardy of being hit byvehicles or even of invasions by criminals while they are asleep.Certain refilling stations offer amenities to truck drivers (showers,sleeping berths, etc.), as well, although such activities cost money tothe user, and prior notifications of availability.

Interstate (and other roadway) rest areas include segregated areas,generally, for such large vehicles to park, ostensibly to permitsufficient space dedicated for such a purpose. Within such highwayarrangements, such rest areas are typically spaced from 50-80 milesapart, on average, thereby according such drivers the potential toproperly time when they choose to stop. Unfortunately, however, thespaces available in such rest areas are limited and other thanword-of-mouth from other drivers, there is little notification providedin terms of such parking space availability. As a result, this lack ofnotification (or parking availability guarantees) leaves such drivers atthe mercy of chance in such situations; when they arrive, only then theycan assess the parking space potential for a lengthy rest at a specificsite. Additionally, however, it is not unheard of that smaller trucks(such as moving vans, for instance) may be parked in 18-wheeler designed(and typically dedicated) spaces, even though such vehicles may bebetter suited for the car/van locations at such rest areas. Again, thispotential for loss of proper space for a large truck creates otherscenarios that may exacerbate an already stressful driving experience.

Thus, there exists a need to provide not only on-street parkingnotifications as noted above, but also real-time parking spaceavailability notifications for such large 18-wheel vehicles within restarea or other like locations with dedicated sites for such purposes.Furthermore, the ability to not only provide such availabilityindications but to monitor for vehicle sizes (to ensure properutilization of such spaces for such specifically sized vehicles) as wellas means to monitor the actual time spent within such spaces would be ofenormous benefit for a variety of reasons within the driving industry.Additionally, the ability to provide a reservation service for driversat specific locations would be extremely helpful, particularly to permitreliable timing for drivers to assess and undertake their required restperiods. To date, however, such a system has yet to be provided.

Advantages and Summary of the Invention

One distinct advantage of the inventive system is the capability ofproviding reliable indications of parking space size availability,rather than just space availability alone, thus permitting greaterefficiency overall for length of street within which unmarked parkinglocations are available; such an advantage is provided within the truckparking space availability notification system as well. Anotheradvantage of this system is the potential to compensate for parkingimpediments thereby providing greater overall reliability to drivers.Yet another advantage of this system is the capability of coupling thespace determination method to a proper charging program so as to permitproper and effective revenue generation in relation to space usage.Still another advantage of this inventive system is the ability tocommunicate such notifications remotely via a robust up-to-date computerprogram to individual drivers, or, alternatively, via on-streetdisplays. Furthermore, the ability to provide all of theseaforementioned advantages as well as the capability to reduce totalfuel-burning emissions from numerous vehicles remaining in operationsearching for proper on-street parking locations through theimplementation and utilization of a properly configured notificationsystem to alert such drivers to nearby parking availability, accords yetanother advantage. With regard to a dedicated parking notificationsystem for large trucks, the system advantageously monitors specificaligned parking space availability with either on-line notifications ofthe same from a distance, or the ability for a driver to reserve aspecific space at a specific time. As well, such a system provides theadvantage of monitoring size and time of a vehicle within a space toprevent unauthorized vehicles from utilizing such spaces.

Accordingly, this invention encompasses a parking notification systemfor on-street unmarked locations, wherein said street includes asubstantially straight curb for end-to-end vehicle parking to occur,said system comprising a plurality of sensors present a pre-selecteddistance from one another and aligned in parallel arrangement with saidcurb of said street, wherein said sensors include at least two differentnotification means to indicate the presence of an object within aproximal distance therefrom through at least one signal generatedthereby, wherein upon generation of at least one signal from saidsensors notification of such an object presence event transfers data toa central database to indicate a time stamp memorializing such an event;wherein said system thus translates the data from said sensors to createa reportable diagnostic as to the remaining space available for furtherparking within the unmarked on-street configuration subsequent to thepresence of said object; wherein said system thus allows for continuedupdating of available space along said on-street location in terms ofactual sizes for assessment of specific vehicle capability; and whereinsaid system employs a notification protocol through wireless means to atarget driver as to the updated availability of unmarked parking spacealong said on-street location. Such a system further allows for meteringof time in terms of permitting parking charges without the need forin-person monitoring. Furthermore, this invention encompasses thealgorithm that accords such sensor reading and transmission capabilitiesfor such reliable and proper driver notification and continued meteringactions to occur. Such an algorithm basically accords sensor reading andtransmission capabilities in relation to the system as described above,including the steps of: a) sensing an initial object presence throughnotification of such an event by the activation of at least one of saidnotification means present within said sensors; b) providing a prolongedobject presence determination after at least 5 seconds have elapsedsince said initial object presence is provided in step “a” therebygenerating a signal indicating continued object presence in relation tosaid sensor indicating such a prolonged object presence; c) transmittingsuch a prolonged object presence indication signal to said centraldatabase; d) activating a software program within said central databaseindicating the reliability of the signal of step “c”; and e) generatinga time-stamp memorializing the time at which said prolonged objectpresence indication signal of step “c” is generated in relation to thespecific sensor activated in such a manner. Furthermore, the algorithmwould be followed in terms of these process steps “a” through “e” by anynumber of sensors present within said system that are proximally locatedto an object present therein such that said step “e” generates atime-stamp in relation to all such sensors generating a prolonged objectpresence indication signal substantially simultaneously and transmittedto said central database, thereby indicating the presence of an objectof certain length within the space within the on-street parking system.As well, such an algorithm would indicate, upon the evacuation of anobject from the proximal vicinity of a sensor, activation ofnotification means to indicate the movement of an object out of saidspace within the on-street parking system such that a signal istransmitted to said central database to generate a time-stampmemorializing such an space evacuation event; and wherein said centraldatabase further generates a notification signal in relation to saidspace evacuation event sensor activation to the extent that thepreviously filled spaced within the on-street parking system is nowavailable. Such a system and algorithm within such a system aredescribed in greater detail below.

The same type of system but for aligned truck parking spaces within aspecific parking area is also provided herein with the same type ofalgorithm and sensor platform that indicates both size and time ofvehicle present within a specific parking space. Additionally, theoverall system thus permits continuous and updated monitoring of such aparking area for parking space availability with the further capabilityof providing notifications to both drivers and proper authorities toensure efficient and effective parking space usage as well as thepotential for reservations for specific parking spaces. Also encompassedis the same system wherein a monitoring system alerts drivers and properauthorities as to the specific time period in which a driver (and his orher truck) is permitted to park in a space with a coupled indicator torecord such a parking activity within a computerized driving log forreporting purposes.

Accordingly, then, also encompassed herein is a parking notificationsystem for trucks within a truck stop site along a roadway, wherein saidtruck stop includes dedicated parking spaces for goods-transporting,said system comprising a plurality of sensors present a pre-selecteddistance from one another and aligned in a fashion at differinglocations within a single dedicated truck parking space to properlydetect the entire length of a goods-transporting truck present therein,wherein said sensors include suitable notification means to indicate thepresence of a parked object within a proximal distance therefrom throughat least one signal generated thereby; wherein upon generation of atleast one signal from said sensors indicating the presence of an objectwithin a specific length parallel to said substantially straight curb,notification data of such an event is transmitted to a central databaseto indicate a time stamp memorializing such an event; wherein saidsystem thus translates the data from said sensors to create a reportablediagnostic as to the presence of a specifically sized vehicle withineach dedicated truck parking space subsequent to the presence of saidparked object; wherein said system allows for continued updating ofavailable spaces within the truck stop site; and wherein said systememploys a notification protocol through wireless means to a targetdriver as to the updated availability of available truck parking spacesat said truck stop site. Such a system thus may also be described asincluding, as above, an algorithm that accords sensor reading andtransmission capabilities in relation to the system, said algorithmincluding the steps of: a) sensing an initial object presence throughnotification of such an event by the activation of at least one of saidnotification means present within said sensors; b) providing a prolongedobject presence determination after at least 5 seconds have elapsedsince said initial object presence is provided in step “a” therebygenerating a signal indicating continued object presence in relation tosaid sensor indicating such a prolonged object presence; c) transmittingsuch a prolonged object presence indication signal to said centraldatabase; d) activating a software program within said central databaseindicating the reliability of the signal of step “c”; and e) generatinga time-stamp memorializing the time at which said prolonged objectpresence indication signal of step “c” is generated in relation to thespecific sensor activated in such a manner.

Thus, in essence, certain embodiments of the present invention aredirected to an intelligent parking system for either on-street ordedicated truck stop parking comprising a set length of availableparking space with embedded sensors spaced a certain distance apartwithin the actual asphalt of the street (or each individual truckparking space); the same type of sensor array is provided within analigned parking area system for large trucks, as well. Such embeddedsensors provide reliable readings as to the presence of an object abovesuch sensors, with readings taken every few seconds to account forlong-term presence, rather than temporary presence, of a vehicle. Withset intervals of such sensors in place, the overall system thus permitsreliable indications as to specific vehicle lengths that are in placeover the entirety of the available on-street parking spaces in realtime. In that manner, the sensors may thus provide suitable indicationsas to remaining available parking space along the target street or truckparking area. Additionally, such sensor technology may serve as a properplatform to also act as a revenue generating system by indicating to acentral location the utilization of available on-street parking spacefor a certain amount of time, coupled to a charging system to allow forpayments to be made in accordance with some space utilization.Additionally, as alluded to above, such a system may be employed as areservation system for parking spaces for trucks along a highway system(or like roadway) to permit planned stoppage at a specific, safe,parking location for rest purposes. Likewise, then, the system allowsfor policing of not only such specific truck parking spaces in terms ofensuring suitably sized vehicles are the only types present within suchspaces, but also the ability to have an authority figure demand exitfrom spaces after parking for a set period of time. Furthermore, then,the system itself may be combined with an automated driving log platformto directly record rest times in relation to the time parked and thetime exited from such a monitored parking space.

Such sensors may be of any type that allows for proper object detectionand that may properly transfer signals indicating object presence in awireless configuration. Upon object sensing, a signal is generated,possibly, though not necessarily, coupled to other signals of adjacentsensors, to a central server to distinguish vehicle size and presence,as needed. As well, such sensors may be properly configured to allow forproper account of locations on a street that do not permit parking of avehicle. Thus, a sensor (or more than one sensor) may be embedded inrelation to a fire hydrant location (or a driveway location, asexamples) that will always indicate such a requirement. As a result, ifdesired, such a sensor may also provide an indication as to the presenceof a vehicle illegally parked in such a manner, allowing for signaltransfer of such a result to a central location so as to permit properauthorities to handle such a situation accordingly.

The nature of such sensors, coupled with the inventive algorithm notedin greater detail below, accords a proper assessment of the overallparking alignment and positioning of vehicles in an end-to-end fashion,thus permitting proper space usage (and thus overall efficientutilization of available space for parking) along an unmarked street.Such sensors, as alluded to above, would preferably, though notnecessarily, include two distinct and different object sensing processesincluded therein. Such dual (or greater) capability permits the overallsystem greater reliability, particularly if one sensor type (forexample, an infrared sensor) cannot function as intended due to, forinstance, weather conditions (for example, if snow covers the sensors,such infrared alternatives may not provide an effective indication as toobject presence). A second, at least, sensor component, for instance,and without limitation, a magnetic sensor, may thus provide the neededextra benefit of reliable indication of object presence if weatherconditions, again, as merely one example, prevent effective infraredfunctions at that time. More than one sensor component, then, may beemployed if desired. Other types of sensors, as well, may substitute forinfrared and/or magnetic sensor types, too. For instance, ultravioletmay be utilized, although infrared is certainly a safer alternative;like wise, electronic breaks may be utilized rather than magnetic types;again, though, magnetic sensors appear to be safer and more reliable. Inessence, though, such sensor components, again, may be of any other typethat would provide such beneficial indication capabilities.

Although a plurality of such sensors is to be utilized for such apurpose, cost concerns, as well as overall implementation issues, willmost likely limit the overall number of evenly spaced sensors to as fewas necessary to provide reliable detection readings in this manner. Assuch, although the system may employ as many sensors as desired (and,certainly, for reliability purposes, the greater the number of spacedsensors, the better), efficiencies may demand a system that utilizes aminimal number and still accords an acceptable reliability level interms of proper detection and communication of vehicle sizes presentalong a specific street in parking fashion (and in spaces that are notpreviously marked in any manner). As such, the overall system has beendeveloped to generate the necessary reliability levels through theutilization of multiple sensor components in tandem with an inventivealgorithm incorporating the data detected by such sensors. As notedabove, one sensor component preferably, though not necessarily, includesa light-sensing technique to provide a certain degree of reliability asa light signal would be broken once an object was introduced for asufficient period of time within the light beam, thus triggering thesensor to such a degree. Infrared technology is particularly preferredfor such an initial phase procedure, allowing for detection of infraredsignals generated by the sensor and returned after reflection from thetargeted object. The second sensor type is completely separate from thefirst and relies, similarly, upon the static placement of an objectwithin its proximal vicinity to trigger notification of an objectpresence. A magnetic signal provides greater variability than alight-sensing component, particularly, as noted previously, if weatherconditions effect the reliability of light signals to provide effectiveindications (i.e., if the total sensor is covered with snow, the lightsignal will constantly indication object presence). As such, althoughthe sensor types are considered separate and distinct, in practice, sucha configuration may work in tandem, if needed, to ensure properindication of object presence through a check of both sensor components;if one signals object presence while the other does not, the system maycompensate, through the necessary algorithm, to provide the correctindication result. Thus, in any type of situation, data transfer fromeither sensor component will not indicate some type of object presence;with both activated, object presence is easily clarified. With only oneactivated, the system will, again, check in combination with thealgorithm to ensure proper object presence is indicated. Likewise, ifthe sensor trigger is fleeting, and thus not “permanent” (or notestablished for more than 30 seconds, for example), then the indicationwill be removed and no time stamp of object presence will be recorded.This failsafe mechanism thus ensures that the parked object is, inactuality, a non-moving vehicle, rather than a person or temporaryobject standing close enough to the sensors to create a signal trigger.As such, the concatenation of the two phase signals of the sensor thusallows for a reliable reading in terms of actual object detection thatmay subsequently be coupled with readings from other sensors to generatea proper overall signal of vehicle presence, and, more succinctly,assess a specific time when such a parked object of a specific size(taking into account the specific sensors that have been tripped andtheir spatial relation to one another in order to correlate suchdistance deductions to a specific vehicle size) has been parked. Thus,upon creating an updated inventory of filled and open space along thestreet in question, the system may then generate a reading of suchinformation for further communication to inquisitive drivers through anysuch available means (as discussed herein). The utilization, thus, ofany type of suitable sensor allows for proper monitoring andnotifications (to any number of persons or entities, and even, asalluded to above, for truck driving particulars, computerized drivinglogs) in relation to and with the necessary algorithm. Thus, magnetic,infrared, ultraviolet, sonar, etc., sensors, may be employedindividually or in combination within this inventive system.

More importantly, then, however, than the presence of sensors for suchresults, is the utilization of a proper algorithm to provide thesesignals and, ultimately, complete information as to on-street parkingspace utilization. The inventive algorithm thus receives the detectionreadings from the sensors in question and provides the necessaryassessment as to actual object presence, time in, time out, and,ultimately, object size, to, again, provide specific space availabilityto potential parking drivers on demand and up-to-date.

As further discussed herein, the overall system employing such sensorsand the inventive algorithm may further provide a reliable system toaccord metering potential in order to provide an effective and efficientrevenue stream, should the need arise. As alluded to previously, theoverall configuration of a marked-space on-street system is ratherlimiting when it comes to actual space utilization and, as a result,capacity for metering revenue generation. Furthermore, the systemscurrently in place are rather simple in that a sensor for a marked spacemay easily trigger time-in and time-out readings in that respect. Theproblems inherent with unmarked spaces create far greater concerns,although the overall configuration will permit greater use of parkingspace resources for, theoretically, at least, more efficient use ofspace within a limited area. The system described above, utilizingdual-phase sensors with an algorithm that accords proper assessment anddetection of specifically sized vehicles at specific times, thus maytranslate into a method of providing effective metering capabilities aswell. A driver may park along a curb, thus triggering specific sensorsto the degree necessary to alert the database, etc., at issue of thespecific vehicle size being present at a specific time. Upon leaving,the sensors will likewise notify the database, etc., of such a fact,thus allowing for a driver to rely upon the system itself to calculateparking times and, ultimately, metering charges.

Although revenue generation may be one aspect of this invention, inactuality, the key issue is efficient use of information to reduce thenecessity of drivers to traverse again and again a certain range ofpotential parking spaces to its bare minimum. In such a manner, the mainbenefit is the reduction of cumulative vehicle emissions through thelimit of time needed for a driver to find a desirable parking space inan on-street arrangement. Such reliable notifications of suchinformation may thus reduce driving times (particularly if a driverknows far enough in advance of the location of ample numbers and/orsizes of spaces) to allow for lower emissions.

In particular embodiments, the on-street parking space availabilityidentifier data revealing available spaces can be transmitted to driversdesiring a parking space before they arrive at the street in question,or even beforehand (although the closer to such a location the better asanother driver may have located such available space while the other isin transit). Such notifications may be made using an external fixeddisplay (again, more suitably on a street-by-street basis) and/or apervasive computing or mobile communication device, such as a wirelesscommunication device, a laptop computer, a PDA, iPhone, Blackberrydevice, palm pilot or other device such as those that may be integratedin the vehicle itself (GPS device, for instance). In certainembodiments, the available parking spaces can be provided in a map griddisplay for visual graphic presentation of open or available spaceand/or as a textual summary of available space along a target street.

In particular embodiments, the map or grid of available spaces may berelayed to a computer network such as to a web page on an internet sitethat can be accessed by users on individual communication devices and/orrelayed to desired regional or localized driver-visible display panelspositioned at desired regions about the parking lot or on access roadsproximate thereto. The map can be updated in substantially real time sothat a user can visually identify open or available spaces as he/sheapproaches the street as well.

In other embodiments, the space specific data can be generated over aconventional radio in the vehicle. The available space location data canbe provided using an automated voice translation system that convertsdigital space data to a verbal message that can be transmitted over apredetermined radio channel, thereby directing the driver of a vehicleto a street with suitable available space for his or her vehicle.Additionally, the notification system may be provided through a globalpositioning system (GPS) with a visual or verbal interface with a driverand/or passenger. In any event, the capability of providing individualnotifications (further possibly included SmartPhone technology or othermobile device utilizing a web browser of through on-line applicationswith constant notification updates) may be of any configuration topermit continuous updates of such information.

The system can also be configured to exclude parking spaces from thespaces identified as available for those spaces that are impermissibledue to fire hydrant, driveway, or other hindrance being presence, or, aswell, the sensors may be configured to notify the driver as to streetrepairs in the available space area that may impede any parkingpotential at that specific time.

Additionally, as discussed generally above, the overall system may besuitably employed in relation to dedicated truck parking spaceindications. Such a system permits, as a result, specific guaranteesthat properly sized vehicles are present within such dedicated spaces(to avoid the unauthorized utilization by smaller vehicles, forinstance), with the ability to alert proper authorities to the presenceof improper vehicles (such as cars, non-goods transporting trucks, suchas passenger trucks, vans, buses, and the like) illegally parked. Thesystem thus further allows for truck drivers sufficient information tonot only rely upon instantaneous notifications from the system itself,but the potential to also “reserve” a space along a roadway that isscheduled to be evacuated at a specific time. Due to the time-stampingqualities within this system, combined with the requirements of downtime (rest, for instance) for such truck drivers, the spaces may beactually handled much like a timed “hotel” in that the moment the truckis parked, the “meter” starts in relation to the required rest time forthat specific driver. Thus, upon notification of the time-stamp foractual parking, the departure time will be available for all otherpossible drivers. Such persons may then properly assess the expectedarrival time at the parking location and compare with expected departuretimes for all parked trucks at that site. A “reservation” can then bemade, possibly, for a specific parking space that can be controlled byproper authorities, if necessary, as well. Upon the end of the scheduledparking time, or before such a period actually ends, the parked truckdriver may leave the space, allowing the “reserved” driver to utilizethe space thereafter. A camera may, as for the on-street possibilities,be utilized for monitoring in addition to the sensor/database system.The same types of sensors discussed above, whether of a singlenotification means (magnetic, for instance, particularly in areas thatexhibit large amounts of snowfall or like weather conditions that maycover the sensors, and thus may require machinery to uncover suchdevices to the potential harm thereof) or more (such as infrared,ultraviolet, sonar, etc.), may be employed for this purpose.

The term “trucks” for this invention is intended to encompass primarily,though not solely, 18-wheeler type vehicles for which dedicated parkingis typical in roadway rest areas. Such may be defined as“goods-transporting trucks” herein to distinguish from personal types.Due to the general necessity for drivers of such vehicles to have, asnoted above, specific amounts of down time during long transport trips,such spaces are invaluable for safety purposes.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of an intelligent parking systemaccording to embodiments of the present invention showing a length ofunmarked spaces along a street with a number of vehicles already presentwith a certain amount of space available for another vehicle to park.

FIG. 2 is a schematic illustration as in FIG. 1 showing a vehicleentering an unmarked parking space and initializing operation of sensorspresent therein.

FIG. 3 is a schematic illustration as in FIG. 2 showing a vehicleparking within an unmarked parking space and continuing operation ofsensors present therein.

FIG. 4 is an overarching flow chart of operations that can be carriedout according to embodiments of the present invention.

FIG. 5 is a further flow chart of sub-operations of the process in FIG.4 that can be carried out according to embodiments of the presentinvention in terms of specific space availability within an on-streetunmarked parking configuration.

FIG. 6 is a further sub-operation flow chart a portion of the procedurein FIG. 5 showing one embodiment of the notification capability in termsof parking space size in correlation with vehicle size.

FIG. 7 shows a depiction of a truck parking configuration (such as alongan interstate) utilizing the inventive algorithm/sensor combination forproper indications of space availability.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS AND THE DRAWINGS

The present invention will now be described more fully hereinafter withreference to the accompanying figures, in which embodiments of theinvention are shown. This invention may, however, be embodied in manydifferent forms and should not be construed as limited to theembodiments set forth herein. Rather, these embodiments are provided sothat this disclosure will be thorough and complete, and will fullyconvey the scope of the invention to those skilled in the art. Likenumbers refer to like elements throughout. In the drawings, layers,regions, or components may be exaggerated for clarity. In the figures,broken lines indicate optional features unless described otherwise. Themethod steps are not limited to the order in which they are set forth.

Generally stated, embodiments of the present invention provideintelligent on-street parking systems that can assess the availabilityand identify the location of the available individual parking spacesalong a street. The term “on-street parking” includes any stretch of astreet within which vehicle parking in end-to-end fashion is permitted.The present invention may be particularly suitable for urban centerswith large commuter populations that, and including a large capacity ofon-street parking without any pre-marked or delineated parking spacesfor vehicles. The on-street parking spaces may thus be available forcars (of all sizes), trucks, buses, vans, motorcycles, bicycles or anyother type of motorized or non-motorized object capable of using aparking space. The term “object detector” is used interchangeably withthe term “object sensor.”

As will be appreciated by one of skill in the art, the present inventionmay be embodied as a system, method, data processing system, and/orcomputer program product. Accordingly, the present invention may takethe form of an entirely hardware embodiment, an entirely softwareembodiment or an embodiment combining software and hardware aspects,which may all generally be referred to herein as a “network”Furthermore, the present invention may take the form of a computerprogram product on a computer-usable storage medium havingcomputer-usable program code means embodied in the medium. Any suitablecomputer readable medium may be utilized including hard disks, CD-ROMs,optical storage devices, a transmission media such as those supportingthe Internet or an intranet, or magnetic storage devices.

Computer program code for carrying out operations of the presentinvention may be written in an object oriented programming language suchas, but not limited to, Java, Smalltalk or C++. However, the computerprogram code for carrying out operations of the present invention mayalso be written in conventional procedural programming languages, suchas the “C” programming language. The program code may execute entirelyon a computer associated with the on-street parking system, as astand-alone software package, partly on a central parking systemcomputer(s), partly on a user's computer and partly on a remote computeror entirely on the remote computer. In the latter scenario, the remotecomputer may be connected to the parking lot and/or user's computerthrough a local area network (LAN) or a wide area network (WAN), or theconnection may be made to an external computer (for example, through theInternet using an Internet Service Provider).

The present invention is described below with reference to flowchartillustrations and/or block diagrams of methods, apparatus (systems) andcomputer program products according to embodiments of the invention. Itwill be understood that each block of the flowchart illustrations and/orblock diagrams, and combinations of blocks in the flowchartillustrations and/or block diagrams, can be implemented by computerprogram instructions. These computer program instructions may beprovided to a processor of a general purpose computer, special purposecomputer, or other programmable data processing apparatus to produce amachine, such that the instructions, which execute via the processor ofthe computer or other programmable data processing apparatus, createmeans for implementing the functions specified in the flowchart and/orblock diagram block or blocks.

These computer program instructions may also be stored in acomputer-readable memory that can direct a computer or otherprogrammable data processing apparatus to function in a particularmanner, such that the instructions stored in the computer-readablememory produce an article of manufacture including instruction meanswhich implement the function specified in the flowchart and/or blockdiagram block or blocks. The computer program instructions may also beloaded onto a computer or other programmable data processing apparatusto cause a series of operational steps to be performed on the computeror other programmable apparatus to produce a computer implementedprocess such that the instructions which execute on the computer orother programmable apparatus provide steps for implementing thefunctions specified in the flowchart and/or block diagram block orblocks.

FIG. 1 illustrates the on-street operation involving unmarked spaces andthe capability of sensing vehicle sizes and parking times. In thisspecific situation (which, it should be evident, is but one possiblescenario as the arrangement of vehicles along a street without anymarked parking spaces is fluid and the overall introduction anddeparture of vehicles is dynamic throughout any time period; thus, thusseries of figures is simply provided to show one possible instance of aparking event within the metes and bounds of the invention), a parkingsystem 10 is provided with a curb 12 (although, if a curb is notphysically present, some boundary of a type that indicates the extent ofmovement and placement of a vehicle is in place, nonetheless as anequivalent thereto) and a street 14. The street 14 includes a series ofembedded sensors 16, 18, 20, 22, 24, 26, 28, 30, 32, 34, 36, 38, 40, 42,44, 46, 48, 50, 52, 54 spaced substantially uniformly apart (here in aconfiguration of 3 sensors for every twenty feet of street 14 inparallel with the curb 12, spaced from roughly 1½ to 4 feet, preferablyabout 3 feet, from the curb 14, as well), with each sensor 16, 18, 20,22, 24, 26 28, 30, 32, 34, 36, 38, 40, 42, 44, 46, 48, 50, 52, 54including two distinct indicator components (not illustrated), here aninfrared detector component and a magnetic detector component (neitherillustrated). The infrared detector continuously emanates an invisiblelight signal until such is reflected back denoting the presence of anobject within the sensitivity range thereof. In this embodiment, theinfrared sensor emits a light impulse generally upward and substantiallydirectly over the sensor itself. In this manner, the impulse may detecta vehicle that is located directly over such a sensor (some variabilityin the width of the light impulse, as well as basic direction to whichsuch a light impulse is pointed may also be employed, if desired).Likewise, within this potentially preferred embodiment, the magneticsensor is always active, measuring disturbances in reference to theearth magnetic field. Once a change over a certain level takes place themagnetic sensor will send an event message to the back end system whichis tied to its internal number and location as defined in the back-enddatabase. Thus, the IR sensor, co-located with the magnetic sensor willconstantly emit a beam. Once an object blocks the beam a return signalwill be reflected to the IR sensors optical receiver. If both themagnetic sensor and the IR sensor show a change in or about the sametime frame, they are referenced against each other to determine anyobject presence at a higher degree of accuracy than magnetic sensingalone. As alluded to above, if the IR becomes blocked for an extensiveperiod of time (weather problems, loss of power, etc.) but the magneticsensor shows no change the system will determine that the IR isdysfunctional and will revert to magnetic sensing only until such timethat the IR transmitter/receiver is cleared. As such, although magneticsensing alone may be more prone to error reads to a greater degree, inactuality, such a sensor component will still perform at a very highlevel, and at least one sufficiently high for proper reliability to beaccorded a user.

In FIG. 1, the sensors are configured in such a manner and attuned inwireless fashion to transmit detection information signals 55 to a relay56 which then transfers the detection signal 57 to a recordation device58, both of which, in this specific potentially preferred embodiment,are present on light poles 60, 62, 64, 66 proximally located to thesensors 16, 18, 20, 22, 24, 26, 28, 30, 32, 34, 36, 38, 40, 42, 44, 46,48, 50, 52, 54 themselves. The detection signals 55 may thus be sent tothe relays 56, with subsequent signals 57 sent to the recordationdevices 58 and further relayed off-site by a transmitter 68 to a centralrecording location (not illustrated) to provide an inventory record inrelation to the overall sensor detection readings, particularly in acontinuous manner to reflect the on-time actual status of availableparking space in this unmarked on-street configuration. Two vehicles 70,72 are already present in this situation (again, any configuration ofvehicle spacing, etc., may be undertaken within this overall parkingsystem) with the first vehicle 70 detected, in essence, through infraredand magnetic circuitry (not illustrated) via three sensors 16, 18, 20 toprovide a proper status update in terms of available space adjacentthereto. The second vehicle 72 thus is detected via four sensors 32, 34,36, 38, leaving space availability indicated through inactivation ofmultiple sensors 22, 24, 26, 28, 30 in one location between the twovehicles 70, 72, and another set of multiple inactivated sensors 40, 42,44, 46, 48, 50, 52, 54 on the rear side of the second vehicle 72. Suchan availability result may thus be translated via the lack of sensortripping through these inactivated sensors 22, 24, 26, 28 and 40, 42,44, 46, 48, 50, 52, 54 with such signals 55 transmitted to the relay 56through a second transmission 57 to the recordation device 58 and to atransmitter 68 to a central recording/transmitting location (notillustrated). At that point, the information is condensed andinterpreted at the recording location to show vacant space is availablefor parking and the information may then be supplied through wirelessdevices, GPS devices, or signage, as needed. Such notifications thusalert a driver of the current space availability status at this specificon-street location in terms of space vacancy as well size limitationsfor the driver to assess the potential for his or her vehicle meetingsuch criteria. Such size determinations are permitted through themeasurement derived from the inactive sensor signals as to the lack ofany present object at those specific locations. Coupled with the actualstreet location, as well as the on-street location and size information,a driver may thus be provided effective estimates for such an updatedassessment of parking capability to be made in real-time, specificallyfor a system without any marked spaces at all.

FIGS. 2 and 3 thus show the same general situation as in FIG. 1, butwith a parking vehicle 74 first finding (FIG. 2) and, ultimately,parking (FIG. 3) within the available space denoted by unactivatedsensors 24, 26, 28 and previously activated sensors 16, 18, 20, 22, 32,34, 36, 38 providing effective and reliable space availability for sucha parking event to occur. In FIG. 2, upon initiating ingress inparallel-parking fashion, the third vehicle 74 will initially trip themagnetic sensor component (not illustrated) of two sensors 24, 26, 28,30 during its movement. Until it is situated within the final confinesof the available parking space, however, the infrared components (notillustrated) of the same sensors 24, 26, 28, 30 will not activate, thusnot providing a “final” detection presence to the relay 52 and then tothe recordation device 54 related to such sensors 24, 26, 28, 30. As isnoticed, however, in FIG. 3, activated sensors 24, 26, 28 will providean object presence signal 55 to the relay 52 and onward; in actuality,although during a parking event the remaining inactive sensor 30 mayinitially trip due to temporary object presence as the vehicle 74 movesinto parallel position with the curb 12, ultimately any signal will bebroken from that sensor 30, leaving the determination of object presenceas vacant in relation to that specific sensor 30. Thus, in practice, andfor this particular and potentially preferred embodiment of the overallsystem, the pertinent magnetic sensor component of any of the sensors16, 18, 20, 22, 24, 26, 28, 30, 32, 34, 36, 38, 40, 42, 44, 46, 48, 52,54 will provide an initial record of the object presence event, albeitat a lower level of reliability than for an infrared sensor. If theinfrared component does not provide a signal thereafter, the systemsdiagnostics software will initially show the infrared component asinactive, thus generating the post of an error flag. The systemmanagement software can thus be set to either record or not record theevent with a default setting to record the parking event regardless ofthe infrared signal status (again, this especially important in areasthat are prone to snow conditions). During a parking event, then, themagnetic sensor will trip (such as for the FIG. 2 situation wherein avehicle 74 is entering an available amount of space along an unmarkedstreet 14), once an object is within proper distance to activate themagnet. The infrared component will likewise activate upon presence ofan object. However, if the object does not remain in the specificlocation associated with that particular sensor (such as sensor 30, forexample), then the algorithm will take the temporary presence intoaccount as final object presence determination is made at therecording/transmitting station (not illustrated). Thus, in FIG. 3, afterthe parking vehicle 74 has parked, the inactivated sensor 30 willtransmit no signal of the presence of an object. Utilizing all of theobject presence indications from the activated sensors 16, 18, 20, 22,24, 26, 28, 32, 34, 36, 38 and the inactivated sensors 30, 40, 42, 44,46, 48, 50, 52, 54, the system, through the algorithm in conjunctionwith the sensors, can then indicate through a proper time-stamp that anobject of a specific size (in this case, the third vehicle 74) is nowpresent within the previously available space between other objects(first and second vehicles 70, 72) and in relation to the activatedsensors 22, 24, 26, 28. The available space indicated by inactivatedsensor 30 would thus be relayed to any drivers through the system toshow that insufficient space for parking is available at that location.Once a vehicle then departs from such a space, the magnetic sensor willindicate withdrawal of an object and the infrared sensor component willnot measure a reflected light impulse. Thus, upon such a departure, thesensors will relay signal information 55 to the effect that no object ispresent to the relay 56 and through another signal 57 to the recordationdevices 58, onward to a transmitter 68, and ultimately to arecording/transmitting center (not illustrated) that may thereby createa time-stamp that the prior vehicle has left the space it one filled.

The unique capability of such a system lies in the capability of thesensors to account for not just the presence of any object, but thecontinued presence of such an object for a significant period of time.The algorithm (and thus the back-end software) accounts for anydiscrepancies in relation to the reliability of the sensor signals.Filtering of sensor indications as well as ultimate decision-making interms of recording and then time-stamping such an event is thus leftwith such an algorithm based upon the single or dual parameters providedby such sensors in a wireless configuration. Thus, the overall effect isaccorded by the combination of such sensors properly placed and spacedwithin a target on-street stretch with the properly attenuatedalgorithm. Vehicle size and long-term (rather than fleeting) presencecan thus be generated to a very high reliability level that may then betransmitted as definitive information to a driver, board, etc., ondemand.

Furthermore, such a multiple sensor system may be configured through thepresence of extra sensors to accord even greater reliability, althoughcosts may increase simultaneously. For instance, a typical design mayutilize three sensors for every 20 feet of available space; if sixsensors were introduced within the same range, theoretically, at leastgreater reliability in terms of actual vehicle length determinations maybe possible. Additionally, the potential may exist for infrared or otherlight impulse sensors to be configured for a rather broad array width toread, again, potentially, extended distances from the sensor itself.Likewise, each sensor may include more than one infrared sensorcomponent directed at an angle to account for possible distancemeasurements from the sensor itself. In essence, the capability ofutilizing any such sensor technology in tandem with the inventivealgorithm may accord even greater degrees of reliability in terms of thenotification system.

Of course, such a system may also be employed with a marked parkingconfiguration or, more particularly, a possible situation wherein theconfiguration includes a combination of marked and unmarked spaces. Themultiple component sensors would promote the unmarked space benefits asnoted above to provide proper time-stamping for monitoring andnotification purposes, at least, as well as allow for proper markedspace results for such a simplified arrangement. In other words, suchsensors will function in either situation, since marked spaces arerelatively easy to operate in this manner, albeit through the merenotification that a space is open, rather than the necessity ofindicating actual available parking space size.

As such, although the utilization of a such multiple component sensorsis of great importance to the overall inventive system, the combinationof such a base sensor platform with a properly operated algorithm forinformation retrieval and utilization, and ultimate driver notification,allows for effective implementation of such a reliable notificationsystem for unmarked on-street parking configurations. In essence, thegeneration of consecutive (reliable) time stamps of object presence(vehicle) events provided through such sensor notifications, and whereinsuch sensors are properly grouped together and activated at or about thesame time is key to this overall invention. Such sensors merely denoteobject presence; taking each individual sensor's indications anddistilling such information through the utilization of the inventivealgorithm thus accords the overall reliability and capability of thesystem to permit on-street unmarked parking space notifications ondemand.

Thus, FIGS. 4, 5 and 6 provide a proper description of one suchoverarching algorithm embodiment to that effect, with FIG. 4 indicatingthe broad system that includes the algorithm at issue. This broad system100 includes the receipt of information from the sensors (nodes) 110 andtransmission of such information to listening services 112 (i.e., thecentral location for compilation and presentment of such information).From there, such information is processed in terms of vehicle presenceand size 114, then on to a web service 116, for passing on the messageof such information to a storage device 118, and executing such astorage procedure 120 for ultimate sharing in a web-based environment.

Breaking down such an overarching system 100, the sub-operation of FIG.5 shows the inner workings of the notification platform 200. In a hybridmarked/unmarked on-street parking scenario (as one possible situation,of course; this embodiment covers such a potential situation, as theordinarily skilled artisan would fully comprehend that if a fullyunmarked scenario is employed would merely include removal of thepossibility of any consideration of a marked space issue, or, inactuality, simple no answers to such flow chart questions), an initialquestion concerns whether the spaces involved are marked or unmarked210. If so, the space table within the overall system 210 will indicateif delineation is present or not (present, 212; not, move to 218). Ifdelineation of spaces is present, then the space table will update thesystem 200 to reflect that the space (device inventory) table is nowupdated with values returned from the sensor to that effect. In otherwords, if the space is occupied, the sensors will properly indicate anobject is present, through the initial trip of the magnetic sensor andthen the possible activation of the infrared sensor, as well. Once anobject presence determination has been made by the sensors, suchinformation is transmitted via a signal to the recordation device (54 ofFIG. 1) and then to the central recordation system (not illustrated). Atthat point, the software notes the reliable nature of the informationand a time-stamp is generated within the inventory table to that effect.At that point, the notification system is in place and the operation isconcluded 216. However, if the system is pertaining to unmarked spaces,the system 200 detects whether a vehicle is pulling into or out of anavailable unmarked space 218. Such a determination is made throughchecking three separate flags from a pertinent sensor in relation to thestatus of the device inventory table itself; if no device inventory isnoted, and the sensors indicating nothing is present through such atriplicate presentment, then it is properly indicated that a vehicle isentering the space in question 232; if, to the contrary, the sensorsshow an object has been present and that meets the device inventorytable status, then any movement with regard to such sensors willindicate the vehicle is leaving the space 220. If the vehicle isdeparting a space, then the system further considers whether any othersensors (nodes) are still occupied in the general vicinity afterdeparture 220. In general, the sensor will provide the necessaryinformation whether a detected object has already left or has remainedpresent until such movement begins. If so, then a virtual space recordis updated 222 (reflecting the retention of detection signals adjacentto the sensors at issue that or on record as indicating objectpresence), followed by the updating of the specific sensor history 224to reflect the time-stamp pertaining to the prior present object. Thesystem thus will consider is the previous time-stamp is null or not, andupdate the stamp to note that the vehicle is leaving, thus ending thestamp duration at that moment. As a result, the resultant effect leadsto the proper updating of the actual device inventory record 226 throughthe infrared and magnetic sensor component detection capabilities andresults, thus removing the occupied status for the specific sensor atissue. The device inventory table is thus updated to reflect theseissues as a result. In the event, however, that no other sensors aremarked as occupied in the general vicinity 220, then the system 200skips directly to the history update record step 224 and onward. At thatpoint, in either alternative, the space record in relation to theinventory of available space is updated 228 to indicate the actualstatus of available unmarked space remaining available after such avehicle is present and the overall information is updated to thateffect. A time-stamp is then generated showing departure and the processis concluded 216 until another vehicle seeks ingress into the specificavailable unmarked space.

If, however, a vehicle is pulling into an unmarked available space, 232,a further sub-operation is undertaken, shown within FIG. 6. Thissub-operation 240 thus first indicates through the activation of theinitial phases of sensors (infrared, as one example) that such an actionis occurring 232, and initially setting the vehicle length at zero interms of the activated sensor 240. From that point, the system 240considers if any like inventory records in terms of the actual initiallyactivated sensor are already in place on the updated table 244. To thatend, the comparison may be made in relation to the number of sensorswithin a certain number of positions of the parking object (i.e.,reflecting the measurement of distance due to infrared, etc., emissionsensitivity, for instance), thus providing a notification to the centralrecording location that a time-stamp may then be created (or completed)within a certain timeframe in relation to such vehicle's movement withinthe indentified space ceasing. The record comparison 246 then concernswhether any objects are present 248 or not 260. If records are presenton the inventory table that match the selected criteria with regard tothe sensors at issue, then an assessment of the time-stamp file statusis made for the sensor(s) in question 248. If the status has beenproperly updated 250, then the system 240 is properly updated to reflectthe vehicle size and the time-stamp end for the parking space inquestion. From that point, the system 240 basically follows the samesteps denoted by 22, 224, 226, and 228 in FIG. 5. However, if the filehas not properly ended with the time-stamp information 266, then furtherconsiderations are undertaken to assess the overall situation. Forinstance, there is a possibility that the sensors provide detectioninformation that create to different space records because of the lackof communication between such nodes that a single parking event hasoccurred. Such an occurrence could happen if a fourth sensor and a firstsensor (in a series, for instance)(such as, for example, sensors 16 and22 in FIG. 1) are activated, but it is unclear that such activationpertains to a single event until sensors 2 and 3 in the series (such assensors 18 and 20 of FIG. 1, again, for example) provide the samemessage. In order to compensate for any lag time, then, the algorithm240 (system) allows for merging of virtual space records 268 to make areliable assessment in real-time. The allowance for larger sequencenumbers can then update the virtual space record in such a real-timecapability, followed by an update of the virtual space history 270 ofthe same information. If no merger of information is needed, then thesystem 240 will inquire as to whether the space in question is nowoccupied 272 through activation of all sensor components (which clearlyis the further step subsequent to the space history update in virtualtime 270 as well). If so, the system 240 will then move on to measurethe car length through the sensors per the usual method 274, basicallynoting the actual presence in relation to the sensors as well as addingthe distance indicated from adjacent sensors of object presence throughthe sensitivity capability of such mechanisms. However, if the sensorsdo not fully indicate that a space is properly occupied the system 240will try to determine if the magnetic sensor is actually turned oninitially 276. If not, then the system 240 will inquire as to the reasonfor inactivation or inactivity of the magnetic sensor; if it is, thenthe infrared sensor component is reviewed for inactivation or inactivity278. If both are properly functioning, then the system 240 overrides anydiscrepancies and records the necessary measurements of length, etc., asin step 274, described above. If the magnetic sensor records a presentobject, but the infrared sensor does not, thus indicating a space asunoccupied, then the system 240 overrides the infrared limitation andrelies upon the magnetic sensor readings 280. In that manner, themagnetic measurements provides the necessary car length particulars inrelation to each activated sensor in relation to that parking event,reducing the overall measurement by the magnetic sensitivity results toprovide a reliable car length result. From that point, a further recordcan then be established for the space in question 282.

Alternatively, to the assessment if no records have been found for thesensors/space at issue within the updated inventory table 246, a newvirtual space record can be initiated 260, but only if such an event isthe first message received from the sensor in question for the timeframeinvolved. At that point, the further steps 260, 262, 264, mirror thoseof 252, 254, and 256, leading to a return to the main procedure of theoverall system 200.

The algorithm described above may thus be utilized to also provide abeneficial truck parking space indication and notification system asshown, in one potential embodiment, within FIG. 7. The system 300includes an array of sensors 310 placed within individual truck parkingspaces 315 along a roadway 305 with an entrance 350 and an exit 360.Associated with the sensors 310 are relay nodes 320 to receivenotification signals from the sensors 310 that then relay to the datacollector (central database) 340. A camera 330 is also present formonitoring purposes. In this potential embodiment, a truck (notillustrated) will depart the roadway 305 to the truck stop entrance 350and locate a parking space 315. Upon entry therein, the sensors 310 areactivated to indicate the presence of an object. In relation to thealgorithm, above, if the object remains for at least 5 seconds, theindication of a prolonged object presence is generated and sent to therelay nodes 315 for further transmission to the data collector 340. Ifthe vehicle is of a specific, permitted size (e.g., indicating theproper type of 18-wheeler of like authorized vehicle), the sensors 310within a specific space 315 will all properly activate thus indicatingsuch an acceptable result. If the vehicle size is not acceptable, thesensors 310 will not activate in such a manner, thus allowing fornotification of such a situation. The camera 330 may thus be employed toprovide visual evidence of such a result, as well as whether the sensors310 are not properly working (e.g., not registering the proper sizevehicle parked therein). Upon departure, then, from the space 315, thesensors 310 activate in like fashion and the same type of signals arethus sent to the relay nodes 315 and then the data collector 340indicating such a result. In this manner, then, such parking spaces areproperly reserved for trucks of the authorized type and/or size, and anyother vehicles utilizing such dedicated spaces can be easily indicatedand, consequently, removed, if necessary.

This system, however, provides other beneficial operations for suchtruck driving individuals. As alluded to above, the ability for the datacollector 340 to time-stamp and thus properly record the specificpresence and, in relation to required driving log specifications, theexpected departure time of each truck within each parking space 315,there is thus provided an overarching system for drivers to not onlyknow if spaces 315 are empty within a specific truck stop along aspecific roadway 305, but, more importantly, exact times when suchspaces 315 should be available for utilization. As such, betterplanning, particularly in relation to specific driving time requirements(and thus down time requirements), may be accomplished for suchindividuals. Such spaces 315 may thus be, effectively, requested (or,for that matter, reserved) for a specific time, allowing for planningand preparation for such a down time situation. The transmission of suchinformation to drivers through a network supplied by at least one datacollector 340 (although, as should be evident, multiple collectors 340may be employed for signal transmission and thus informationtransmission regarding such parking particulars to either a centrallocation for dissemination of such information or any other likeconfiguration) allows for a continually updated system, that may reachnationwide, at its broadest, certainly, and thus allows for individualdrivers to access specific parking information data pertaining to his orher pertinent route(s). In this manner, again, suitable planning forparking space 315 availability at specific times and for specificdurations may be undertaken in reliable fashion. Coupled with acomputerized driver log, the system 300 may then also provider asuitable alert (or alarm) to parked drivers in order to ensurecompliance with such down time requirements as well as assurance thatother drivers will not be effected by any holdover drivers in such“reserved” spaces. Likewise, then, the system may be employed to permitindividual drivers the capability to reserve specific spaces for suchdown time purposes, specifically in relation to the expected departureof already parked vehicles at a time that the reserving driver is toarrive. The system can thus, through the algorithm generating thetime-stamp particulars and coupled to the driver log down timerequirements that can be embedded, for instance, within the overallsystem 300 in relation to each truck or, for some, at least, to certaintrucks and/or truck drivers (in case some trucks and/or drivers arepermitted, for instance, longer down times than others), not only recordand monitor the parking time for each vehicle, but the system 300 canalso relay such information continuously to all connected drivers,allowing, again, for such drivers to reserve, as possible (first requestfills, for instance), specific parking spaces 315. In combination withthe camera and any other identifications for the truck or driverreserving such a space 315, the system 300 can thus also guarantee sucha space reservation with any unauthorized truck and/or driver preventedfrom or alerted to such improper parking within a reserved space, ifneeded. The system 300 can thus also be properly configured to possiblyinclude notifications to drivers of the reserved nature of any specificspace 315 (such as within the relayed information, with a reserved signgeneration at the space 315, with colors in the sensors 310 indicating,for instance, green for available or red for reserved). Additionally,the potential for each driver to have an electronic identification thatcan be inputted within the overall system 300 and can thus be employedto notify the system 300 when the specific “reserved” truck is presentwithin its proper reserved space 315 occurs. Such reservation,identification, alert, etc., components of the overall system 300 may beincorporated within any type of computerized device, such as through anapp (on a Smart Phone, or like communication device, for example), acomputer program, an internet site, etc., with the necessary software,etc., well understood for implementation purposes by the ordinarilyskilled artisan. In essence, the availability of such a communicationprotocol for such reservations, identifications, alerts, and the like,is made possible through the overall system 300 described herein inorder to provide beneficial operations maximizing the value to thedriver/user thereof for safety, comfort, and the like, whileundertaking, for example, a long-duration transportation drivingactivity.

As above, this system is configured and attuned in wireless fashion totransmit detection information signals from the sensors 310 to a relay320 and then to the data collector 340 (and then, on to each driver,either through a central device or from the collector 340 alone). Thedata collector 340 thus includes an inventory record in relation to theoverall sensor 310 detection readings, particularly in a continuousmanner to reflect the on-time actual status of available truck parkingspaces 315 in this truck stop situation. The sensors 310 may be of anytype, as noted above, although, potentially, though not necessarily,preferred are a combination of infrared and magnetic notification meansto provide effective indications of the overall vehicle size (thus, forinstance, detecting the chassis, the cab, the axles, and the like, of asingle vehicle) such that, again, proper trucks are only allowed accessto such spaces 315. Even a combination of two vehicles (such as two carsor smaller trucks, as examples) would be easily indicated due to thedifferent time of space entry for both, as well as the camera 330monitoring such a situation.

As noted above, the overall system (either on-street for vehicles or attruck stops for such vehicles) may be configured to wirelesslycommunicate between all transmission components, leading all the way tonotifications provided to drivers. When no vehicle is present in anavailable unmarked space, the sensors can be configured to send nosignal to the recordation device, and onward to all other receivingmodules. When the sensors are activated as noted, a central processoranalyzes the signal data and outputs the size and location of theavailable unmarked on-street parking spaces. The output can be directedto a display sign or board proximate the street in question, or suchinformation may be relayed through wireless communication to a driver'sGPS, SmartPhone, or like wireless personal device (or web page, etc.),as described above.

In certain embodiments, the central processor may provide informationabout the occupied and/or unoccupied or available spaces as web pagesthat may be predefined and stored at a local device. Such web pages mayalso be dynamically generated to incorporate substantially real-timeparking data. The web pages may be Hypertext: Markup Language (HTML)common gateway interface (CGI) web pages. The web pages may also be orinclude Java scripts, Java applets or the like which may execute at thecentral processor. As will be appreciated by those of skill in the art,other mechanisms for communicating between a web server and a client mayalso be utilized. For example, other markup languages, such as WirelessMarkup Language (WML) or the like, for communicating between the localprocessor and the prospective parking lot user using an output displaymay be used.

In certain embodiments, the overall system can be configured so that thesensors may be selectively activated during peak parking periods anddeactivated, placed on stand-by or watchdog mode or be unpolled duringlesser traffic periods to reduce power consumption (or, as noted above,can be properly controlled in terms of on-street construction, drivewayand/or hydrant presence, and the like, at least for the on-streetoperations).

The I/O data port can be used to transfer information between the dataprocessing system and the global computer system (e.g., the Internet) oranother computer system or other device controlled by the processor.These components may be conventional components such as those used inmany conventional data processing systems, which may be configured inaccordance with the present invention to operate as described herein.

In the drawings and specification, there have been disclosed embodimentsof the invention and, although specific terms are employed, they areused in a generic and descriptive sense only and not for purposes oflimitation, the scope of the invention being set forth in the followingclaims. The foregoing is illustrative of the present invention and isnot to be construed as limiting thereof. Although a few exemplaryembodiments of this invention have been described, those skilled in theart will readily appreciate that many modifications are possible in theexemplary embodiments without materially departing from the novelteachings and advantages of this invention. Accordingly, all suchmodifications are intended to be included within the scope of thisinvention as defined in the claims. In the claims, means-plus-functionclauses, where used, are intended to cover the structures describedherein as performing the recited function and not only structuralequivalents but also equivalent structures. Therefore, it is to beunderstood that the foregoing is illustrative of the present inventionand is not to be construed as limited to the specific embodimentsdisclosed, and that modifications to the disclosed embodiments, as wellas other embodiments, are intended to be included within the scope ofthe appended claims. The invention is defined by the following claims,with equivalents of the claims to be included therein.

What is claimed is:
 1. A parking notification system for trucks within atruck stop site along a roadway, wherein said truck stop includesdedicated parking spaces for trucks, each truck exhibiting a front and aback and a length from said front to said back, said system comprising:a plurality of sensors present a pre-selected distance from one anotherand aligned in a fashion at differing locations within each dedicatedtruck parking space to properly detect the entire length of a truckpresent within each said space, wherein said sensors include suitablenotification means to indicate the presence of a parked object within aproximal distance therefrom through at least one signal generated bysaid sensors; wherein upon generation of at least one signal from saidsensors indicating the presence of an object of a specific length withinsaid parking space, notification data of such an event is transmitted toa central database to indicate a time stamp memorializing such an event;wherein said system translates the data from said sensors to create areportable diagnostic as to the presence of a specifically sized vehiclewithin each dedicated truck parking space subsequent to the presence ofsaid parked object; wherein said system allows for continued updating ofavailable spaces within the truck stop site; and wherein said systememploys a notification protocol through wireless means to a targetdriver as to the updated availability of available truck parking spacesat said truck stop site.
 2. The system of claim 1 wherein each of saidsensors includes more than one notification means.
 3. The system ofclaim 2 wherein each of said sensors includes a magnetic-basednotification means and an infrared-based notification means.
 4. Thesystem of claim 3 wherein said sensors are embedded within said parkingspace.
 5. The system of claim 3 wherein said notification data of anobject presence event is accomplished through wireless transmission fromat least one of said sensors to a proximally locatedreceiver/transmitting device, and wherein said proximally locatedreceiver transmits such received data to either of said central databaseor a second receiver/transmitting device for further transmittance tosaid central database.
 6. The system of claim 5 wherein upon theevacuation of an object from the proximal vicinity of a sensor activatessaid notification means to indicate the movement of an object out ofsaid space within the truck parking space such that a signal istransmitted to said central database to generate a time-stampmemorializing such an space evacuation event; and wherein said centraldatabase further generates a notification signal in relation to saidspace evacuation event sensor activation to the extent that thepreviously filled truck parking space is now available.
 7. The system ofclaim 2 wherein said sensors are embedded within said parking spaces. 8.The system of claim 2 wherein said notification data of an objectpresence event is accomplished through wireless transmission from atleast one of said sensors to a proximally located receiver/transmittingdevice, and wherein said proximally located receiver transmits suchreceived data to either of said central database or a secondreceiver/transmitting device for further transmittance to said centraldatabase.
 9. The system of claim 1 wherein said sensors are embeddedwithin said parking spaces.
 10. The system of claim 1 wherein saidnotification data of an object presence event is accomplished throughwireless transmission from at least one of said sensors to a proximallylocated receiver/transmitting device, and wherein said proximallylocated receiver transmits such received data to either of said centraldatabase or a second receiver/transmitting device for furthertransmittance to said central database.
 11. The system of claim 1wherein said system includes an algorithm that accords sensor readingand transmission capabilities in relation to the system, said algorithmincluding the steps of: a) sensing an initial object presence throughnotification of such an event by the activation of at least one of saidnotification means present within said sensors; b) providing a prolongedobject presence determination after at least 5 seconds have elapsedsince said initial object presence is provided in step “a” therebygenerating a signal indicating continued object presence in relation tosaid sensor indicating such a prolonged object presence; c) transmittingsuch a prolonged object presence indication signal to said centraldatabase; d) activating a software program within said central databaseindicating the reliability of the signal of step “c”; and e) generatinga time-stamp memorializing the time at which said prolonged objectpresence indication signal of step “c” is generated in relation to thespecific sensor activated in such a manner.
 12. The system of claim 11wherein said algorithm steps “a” through “e” are followed by any numberof sensors present within said system that are proximally located to anobject present therein such that said step “e” generates a time-stamp inrelation to all such sensors generating a prolonged object presenceindication signal substantially simultaneously and transmitted to saidcentral database, thereby indicating the presence of an object ofcertain length within the truck parking space at the truck stop site.13. The system of claim 11 wherein said time-stamp of an object presenceis correlated to a specific expected space evacuation time in relationto a driver log down time requirement, thereby allowing for specificparking space time reservations by another truck driver at a timesubsequent to such evacuation by a present goods-transporting truckwithin a specific parking space.
 14. The system of claim 11 wherein eachof said sensors includes more than one notification means.
 15. Thesystem of claim 14 wherein each of said sensors includes amagnetic-based notification means and an infrared-based notificationmeans.
 16. The system of claim 15 wherein said sensors are embeddedwithin said parking spaces.
 17. The system of claim 16 wherein saidnotification data of an object presence event is accomplished throughwireless transmission from at least one of said sensors to a proximallylocated receiver/transmitting device, and wherein said proximallylocated receiver transmits such received data to either of said centraldatabase or a second receiver/transmitting device for furthertransmittance to said central database.
 18. The system of claim 11wherein said sensors are embedded within said parking spaces.
 19. Thesystem of claim 11 wherein said notification data of an object presenceevent is accomplished through wireless transmission from at least one ofsaid sensors to a proximally located receiver/transmitting device, andwherein said proximally located receiver transmits such received data toeither of said central database or a second receiver/transmitting devicefor further transmittance to said central database.
 20. The system ofclaim 1 wherein said system includes a notification system to informtruck drivers of the availability of truck parking spaces continuouslyand the ability to reserve a general or specific space in the future atthe truck stop site.